Protective means for railway vehicle motors



1932- c c. WHlTTAKER PROTECTIVE MEANS FOi? RAILWAY VEHICLE MOTORS Fil ed Dec. '7, 1928 4 Sheets$heet l h m; Tm fl b v.1 I .I Q .1 1|. Cfi H l am 111 H; q wm Q J :1 mm. m mm 6m II W w & fi w? LT UWN R O T N E v m ATTORNEY Aug. 16, 1932. c. c. WHITTAKER PROTECTIVE MEANS FOR RAILWAY VEHICLE MOTORS 4 Sheets-Sheet 2 Filed Dec. 7, 1928 INVENTOR GW/I/Y/DJEL ATTORNEY 1932- c. c. WHITTAKER 1,372,375

PROTECTIVE MEANS FOR RAILWAY VEHICLE MOTORS Filed Dec. 7, 1928 4 Sheets-Sheet 5 INVENTOR C/IOr/eSGh/h/YIQKZF.

. V I ATTbRNEY '15, 1932- c. c. WHITTAKER 1,872,375

PROTECTIVE MEANS FOR RAILWAYVEHICLE mo'rons Filed Dec. 7 1928 4 Sheets-Sheet 4 INVENTOR Chansfil Wh/Y/bA/f \IIORNEY Patented Aug.- 16,. 1932 UNITED ST T-Es PATENT OFFICE GPLARLES o. WHITTAKER, on PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO WESTING HOUSE ELECTRIC & MAN UFACTURING COMPANY,' A CORPORATION OF PENNSYL- VAN IA Application, 1115a tem er 7, 1928.

My invention relates, in general, to'railway vehicles and, in particular, to protective equipment for electrical locomotives.

The object of my for protecting the motors of electricalloco motives from excessive localized heating during the starting period.

A morespecific object of the invention is to provide 'for controlling the movement of the drawbar to effect loaded train, the motors take a heavy current and, if this current is continued for considerable period, as a result of the inability of the motors to start the train quickly, the inotors maybe damaged by commutator bars or the overheating of the windings. Under starting conditions, the

heating is more or less confined to the com- 1 mutator bars engaged by the brushes.

lVhen a commutator once by a continued heavy current, its general operating ei'ficiency is impaired and it is susceptible to further damage upon subsequent starting loads or under normal operating conditions. It is, therefore, highly desirable to prevent the first excessive heating of the commutator cylinder .to prolong theieificientife of the commutator.

The protection of the commutator, in ac cordance with the complished by providing a hydraulic escape ment mechanism on the drawbar of the 1000 motive whichpermits the locomotive to'move forward or creep slowly, relative to thetrai n,"

during the starting operation; The rate of creeping movement may be regulated to provide for the rotation o the-commutatorcyt inder of the driving 7 I brushes, at a speed required to limit the time during which any commutator bar carries the whole starting current taken by the motors.

The foregoing and other objects Ofthe in vention may be attained-by means of the drawings, in which; H

Figuie 1 1s a view, in side elevation, of a invention is to provide '7 55 the burning of the cylinder: is burned.

present invention, is 'acdrivingmotor 7 and other electrical motor relative to the PROTECTIVE MEANS FOR RAILWAY VEHICLE MOTORS Serial No. 324,444.

apparatus described in the following speci in the accompanying fication' and shown portion of an electrical locomotive provided withthe protective equipment embodying the invention; I Fig. 2 is a view, partially in plan and par-' tially in section, of the drawbar mechanism and protective device shown inFig. 1;

ig. 3 is'a view, in section, ofthe'drawbar iii iechanism, taken along the line IIIIII of 1g. 2;

Fig. 4is a view, in end elevation, of the protective device shown in Figs. 2 and 3;

Fig. 5 is an enlarged view, in section, of a detail of the protective device,'taken along the line V V of Fig. 2, and

form of the protective device. Referring, in particular,

1, as shown comprises, in general, a frame portion 2 1n WlllCl'llS ournalled, 1n the usual manner, a drlvmg'axle 3 having wheels 4 which, together with a bogie truck 5, serve to support the locomotive upon rails 6; The

wheels 4 are driven, in the usual manner, by

means of a motor 7 having a pinion 8 which meshes with a gear wheel 9 that is securely A spring suspension link 13 isprovided for supporting one side ofthe motor 7 upon the frame member 2, the other side'being supportedupon the wheel axle 3' to constitute what is known in the art as an axle-hung motor. For the purpose of enclosing the equipment, as well as to provide accommodations for the locomotive operator, a cab or body portion 14: is mounted-on the frame member 2 in the usual manner. g

nder certain conditions of operation, the driving motor 7 may exert its full starting torque upon the driving wheels 4 for some time before'the train, to which the locomotive is attached, starts i Fig. 6 is a schematic diagram of a modified to Fig. 1 of the drawing,- the standard electrical locomotive;

to move. To prevent the 1 heating effect of the full starting current is mounted on the side of the yoke 31. From from being concentrated in a few bars of the the escapement valve 48, a return pipe 49 commutator cylinder 11,the locomotive llias leads to an opening 50 at the other end of been provided with an escapement device 21 the cylinder 33. r

which is mounted in, and forms a part of, a As shown in the enlarged view in Fig. 5, drawbar. mechanism 22. As shown in Fig. the escapement valve 48 comprises a body 1, the drawbarmechanism 22- is attached to portion 52 which encloses a longitudinal pasthe locomotive frame 2 by means of a pin consageway 53 that is provided with a conical nection 23 in such manner that it is disposed seat 54. For the purpose of resisting the to swingias a-unitlinahorizontalplane-sand flowofi fluid lfrom ithe tube 47, through the is providedat itsextendedend with a stand.-' passageway 53, to thetube' 49, a valve memard coupling device 24 which is disposed to her 55, having a conical seat 56 complemenengage a similar couplingdevice25 ionthe tary 'to thevseat 54 lis disposed, within the first car of the train (not shown) to which the chamber 53. An adjusting screw 57 is prolocomotive is attac'hed.- The" escapement -vided in the lowerendpf the body portion mechanism 21 is so constructedthat it per-, 52 for supportingthe valve member 55 and mitsthelocomotive 1 to move forward slowly, for" regulatingfa clearance space 61 between relative to the coupling 25 during thestartingfl the'conicals'eat56 and the seat 54 in the body period, inorderthat the'connnut'ator cylinportioni52 'A' cap'member58 is provided at dr; 11 mayv turn slowly, relative to the the top of the body portion 52 to provide conbrushes 12. o venientaccessfto thefvalv'e' 55for cleaning or As shown moreclearly in Figs. 2, 3 and 4," inspecting it.

thedrawbar mechanism 22 comprises-a yoke Referring particularly to Fig. 2, it may Q r upp ing 'a tan a r n draft b readil seen' thatpwhentractive effort is gear 32gwh ich is disposed to itransmi the being eiiertledby the locomotive 1, the force r q i the otiv lto thefcotiwill be transmitted from the'frame 2 to the pling mechanism 244 in the usualmanner. piston rod 37 andpiston 36'jby' means of the The escapement mechanism 21, which serves pin 23; thenceyby, means of the liquid with to connectthe yoke Bl to the-locomotiveframe in, cylinder {33, toithe cylinder head 34'and 2, comprise a hydraulic cylinder 33 that is. the draftgear yoke 31.' Consequently, the formed 3t th inner nd of, and integrally liquid within theespace between the piston 36 with, the yoke member 314. Th nd o and the cylinder head '34 will be under coincylinder 33 is closed inthe usualnianner by 'par'atively' high pressure which may 'be in means of a Qyfi at is Secured the neighborhood ofv 500 lbs. .p'ersquare inch. 35 0 the yoke 31 y p Screws 3 1 6 to This high pressurewithin the cylinder 33 will transmit thetractii e efiort of th -1o 0m ti cause the liquid to pass through the tube 47 lto-the yoke izl, the-cylinder 33,15 P rQYid d into theescapement valve 48 anddownward witha cooperating pistons?) havingiapistonthroughjthe clearance space 61 between the rod 37 whichiextends throught cylind conical seat 56 ofthe valve member 55 and head ti 'ande 'g 'ges e pi 2 iby l eansofg the wall 54 of the body portion 52. The

e o Q me E a g d i fihq l' fiowof the liquid-through-the passageway53 of; 1 To prevent thefplston ro dfil ,frqm b g is greatly restrictedby reason of the small forced out ofalignm n i t e y nderg3 cross sectionalarea ofv clearance space 61 bethe cylinderhead34 1s providedwithl-a rear- .tweenthe valve member 55 and the conical war dly extending bracket 39that; :engages a seat 54 an d doy r po tion h 2 d 5 1919911 3 th ditions which are set upwithin the clearance W l htQ h ge 2 nsu chfmann r space bygroovesg62 in the surface of the comthat clearance spaces40 are prov ded above. l $5 555, r 1

a below h e l gecl end oij he-t P t It will be apparent that, by properly regrod I g; r g V ulating the flow ofliquid through theescapeln de that i p m o on merit devi e4'8; the entire locomotive 1 may each side of the piston .36: maybeequal an: be permitted to move forward relative to the extension4-;1 is provided on thepistomrod coupling device 24 at: a speed which is just 37 w chpassesthr llghf an'opening-42 in the snificientto-turn the commutator cylinder 11 forward.;endwall of the cylinder 33 a {Elierelative tothe brnshes '12 in order to prevent opening. 42 andjthe cylinder head 34 areeajch, BXCQSSlVQlOCflllZi-Bd heating ,of the surface of plQV1dQd, lI1r the usual manner; .witlrpack the-commutator cylinder 11. The length of ing glands 43 havingadjustingnuts 44 that the cylinder. 33is madesuch that,iunder noraregsec red ingpqsitioniby-loeking means'45e mal conditions, themescapement device will withingthe; cylinder-335 ,a hydraulic system which the piston 36 will travel from .one end isiprovidedthat comprises an opening45 in of the cylinder to the other. This period of the-wall' of the cylinder 33 adjacent to the time is usually sufiicient for starting an ordieylinderhead34 whichisconnected,-by;means nary load.

eason' of the turbulent con- To restrain the movementofithe pistonfid function for: two: or vthree minutes, during F QiL QP PQ-QJQ n e c pem ntv e 48-th o d r jtiiat iep di y be r Lwm turned, to the 1 left; end off I the-:cylindery, as shown in Figs; 2; andl3, it, is: necessary to; back; the-locomotive towardithetrain,,.as= is ordinarily done in takingislacle for: starting.

thezlocomotive is; thus: backed toward the-train, the liquid between the: piston :3'6and thedefttendlof thecylinder is forced outsofi the cylinder, through: the openingzfiOiand-the pipe;49;:into the ibottomuportioniofz theesoapementr device 48. The pressure of: thezfluidiin the bottom. portion: offthe -1 valve: chamber 53 willv cause the valve member; '55 to bezlifted; thereby;increasingitliecross-sectional area off the pass ageway 61'. and: perinittingcthe liquid I topass freely into the pipe 47, andnthrough the opening 46 to the opposite side offth'episton'36; Ittmay be readilyse'en 'that;;.because. of the reduced resistance" oflleredg-hy the escapementl device 4-8,. when liquid.- is" passedt-hrough it'in this direction, it willireiquire only a. very short time to: return; the piston 36 to its initial". position, Underv ordinary circumstances,this'operation is accomplishediwithout special attention by the-loco-. motive driver each time' that the train is brought toa stop for the reason that, after the-brakes are applied tovthe locomotive, the force exerted'upon the coupling 24, by the remainderof the train, is suflicient to reset the escapement'device.

If it is desired to utilize a locomotiveem-- bodying the escapement mechanism for pusherservice'or for both pulling: and push ingyw-ithin a train, amodification-of the 1n.- vention, such as that shoWn'inFig. 6, may be utilized In this modification, cylinders 71 may be-mountedat the endsA and-B of thelocomotive in such manner that: they are securely connected to the locomotive frame. Pistonrods 72', carrying pistons 73' withm the cylinders 71, aredisposedf to be connected to any suitable draftgear (not shown); As: illustrated in the drawings, the cylinders'il are bothconnected in a hydraulic circuit which includes apipe74 that is connected'to each of the'cylindersat the endsthereof ad:- jacent to the ends of 'the locomotive. Alsecond pipe-75 is connected to each cylinder at the opposite side of the piston 73 from that to which the pipe-74 isconnected andjservesi to completethe hydraulic circuit through a valve chamber 76 which is'di-vided by a partition or diaphragm 77' havingan orifice 78 for'limitingthe rate of flow-of theliquid.

Itwill be readily seen'that, if a forceisexerted upon one of the pistons 73tendingto move it within the cylinder 71, fluid will 'be forced through the closed circuit comprising the pipes-74' and'75, t he valve chamber'76 and the other cylinder-71, at a rate which depends upon the size ofthe orifice 78' and in suchdirection that. both pistons 73 will move in unison-within the respective cylinders 71. 'llherefore, the speed. ofmovemcnt of the I the: pistom 7 3 is locomotive relative-to the drawb'ar willpend Eupon the, pressure developed in the fiuid; which, in; turn; effort, exertedi' Accordingly: the speed; of? movement off the locomotive relative torthea draw-bar will'be:substantiallyconstant: fOl-.Z'3 predetermined tractive" efiortg. and the; time, during, which, relative. movement? may con:- tinuewill" depend on; the lengths; of: the; cylinders.

When the, pistons; 73; have reached the. limit: of their. travel and engage the X ends of; tl1e-;cylinders:-7l, it isqdesirablethatthe power supply tothe locomotive. be interruptedinl order: that-the op erator. can not:start: the loco? motive with the escapement deviceiini aniinoperative position. In: order to: obtain ith e desired operating conditions, one ofrtlle pis v tOIlllOdS 72is provided with acontrol shaft- 79 whichhas collar .80 disposed thereonvto engage .and actuate contact; plates. 81; and 82 a .depend& upon: the tractivei which bridge'contact; terminals 83 an'dSe'l connectedinethe conductors 85 and 86,respectively; Assuming,- for example,- that the locomotive-isoperated; to exertjtractive efior-t throughzpistonl73 and cylinder 71 in'ipulling; service with, a train attachedito B.end,cthen-, the; piston 73 'may be drawn to the extreme end: of its stroke,

in this position, the contact:- plate 82: is disengaged: from; the Contact terminalsrSt, thereby internupting the circuit; through conductor. 86, and:'deenergizing a holding l circuit through conductor 87 which is provided for? actuating auline: switch. (not; shown) but which is provided, in all loco motives to.contr.ol the supply'of power to the motors;

As showninthe drawings, when the loco? motive is beingoperated: to pull? through E end; a. reversing controller drum 88, having contact: segments 89 and. 9G, is so; positioned that the segment 89: establishes a circuit through conductor positive terminalr When itis desired to operate the locomotive: to pull through the-A end, the reversing controller drum isactuatedto move the contact segment 89 and interrupt the: circuitthrough: conductor-86 while the segment: 90: functions to establish. the control circuit through con.-- ductor 85; Under.-suchoperatingconditions,. the power supply. to the locomotive willtbeinterrupted when the pistons 7T3"reach thelimits of theirtravel: in. one direction in the cylinders 71, asshown in Fig. 6.-

In order to-again place thelocomotive-in condition for starting atrain, itis necessarythat the pistons 73 be actuated to the other endsir'off the cylinders 71. The resettinggof the pistons is, in normal operation, accomplished automatically, plained, through the-actuation: of; a.

segment 119 onthe main, control; dru ninot,

as shownin Figzcti: VhQIl' 86 which extends to. the r 91 of the power supply;

as hereinafter excontacts 7 shown) to start a pump 96 which may be driven by a suitable motor 97. Inorder that the pump 96 may operate efiectively, it is necessary that the orifice 78 be closed to prevent the passage of fluid through the valve The orifice is closed by means tank (not shown) that is ordinarily carried on a locomotive.

The pipe 103 is provided with an electrically operated valve 104 that is disposed to control the admission of fluid pressure to the cylinder 102. Inorder to reset the pistons 73 for another starting operation, provision is made for closing the orifice 78 and starting the pump motor 97 simultaneously. As shown, a switch 108 is provided to connect 1 the motor 97 across the line conductors 91 and 107 and to establish an actuating circuit for, the valve 104. hen the switch 108 is closed, a motor'circuit is established which maybe traced from the positive line conductor 91, throughconductor 109, the switch 108, the motor field and armature, connected in series, to the negative line conductor 107. The actuating circuit for the valve 104, which is closed by switch, 108, extends from the positive line conductor 91, through the conductor 109, an interlock on switch'108, conductor 105, the actuating coil oi": the valve104 and conductor 106 to the negative line conductor 107, in such manner that the valve 104 is opened'and the motor 97 started.

Since,when the switch 108 is closed, the valve 104 is opened and fluid pressure is admitted to the cylinder 102 to force the valve 98 into the orifice 78 and close it, thereby preventing leakage of liquid through the valve chamber 76. The pipes are connected to the pump 96 by means of pipes 110 and 111 which constitute a shunt or by-pass around the valve chamber 76. r

Inasmuch as, in this particular instance, the pump 96 may be operated only in one direction (as indicated by the arrow), it is necessary to provide a second system of pipes 112 and 113 to communicate between the pipes 110 and 111 and be connected in shunt relation with the pump 96 for the purpose of reversing the direction of the flow of liquid through the system.

The pipes 112 and 113 are provided with valves 114 and 115, respectively, which may be closed when it is desired to pump the liquid in one direction through the pipes 110 and 111. If it is desired to force the liquid through the. pipes 110 and 111in the opposite direction, the valves 114 and 115 may example,

.to the running notches,

be opened, and valves:116 and 117 in the main pipes110 and 111, adjacent to the pump 96, may be closed. As a particular if the locomotive is pulling through B end, that is, from right to left in pulling service, as shown in Fig. 6, the valves 114 and 115 will be closed, and the valves 116 and 117 will remain open.

In order to protect the hydraulic system from excessive pressures which might result from buffing cars or other causes,a relief valve 118 is connected in parallel relation with the pump 96 in such manner that exces'sive pressures will be relieved.

After the locomotive has started the train to which it is attached, the orifice 78 should be closed in order to prevent further passage of liquid and to maintain the escapementv device in condition to function the next time the train is started. For this purpose, the auxiliary contact segment 119, provided on the main control drum, (not shown), is disposed to be connected to the operated such manner that, when the control drum has been moved past the accelerating notches the conductor 120 will be connected to thepositive side 91 of the power supply, and the valve 104 will be opened, as hereinbetore explained, to close the orifice 78.

The actuating circuit for the valve 104 may be traced from the positive side 91 of the power supply, through the contact seg ment 119, conductor 120, the actuating coil. of the valve 104 and conductor 106, to the negative side of the power supply 107.

The auxiliary contact member 119 on the control drum, as mentioned hereinbe'fore, also serves to automatically start the pump 96 to return the pistons 73 to their original positions after a start has been made. shown, the contactsegment 119 is disposed to connect the positive side 91 of the power supply, by a conductor 125, to the reversing controller drum 88 which may be connected, by either electrically valve 104 by a conductor 120 in i a contact segment 126 or a contact 7 segment 127, to a conductor 128 or to a conmay be, depending back to the negative side of the line 107.

the loco- As may be seen in Fig. 6,.a-tt-er motive has started and the control drum at the A endhas been moved to the running position, the contact segment 119 will estab lish a circuit which extends from the positive side 91 of the conductor 125, contact segment 126, conducmembers 130, bridged by;

the contact plate 132, conductor 136, and the, v the imento moveslowly Wi hin heeyl nd ain one-direction and-means for permitting itoi move rapidly l within the cylintor 128, the contact side 107 of the supply circuit. In this 1nanner, motor circuit contacts on armature windings of the motor 97, to the negative line conductor 107. c

When the pistons 73 have been returned to Fig. 6, the collar 134 will engage the contact plate 132 and disengage it from the contact members 130, thereby interrupting the actuating circuit of the the motor 97.

In order to of the motor, as a result of leakage past the pistons 73, the locomotive operator may deenergize the control circuit by opening a" manually operated switch 137 after the pistons 73 have been returned to the desired starting positions. It will be readily seen that, when the locomotive is operatedfrom;

B end, the reversing controller 88 will connect the conductor 125 to the conductor 129v to establish a holding circuit for the switch 108, and the pump will be stopped when the collar 135 actuates the contact plate 133, to interrupt the holding circuit.

If at any time, it is desired to operate the motor 97 while the locomotive as in case the power supply to the motors is interrupted when the pistons 73 reach the limits of their travel, the electrically operated switch 108 may be energized by means of a manually operated switch 138 that is disposedto connect the conductor 136 directly to the conductor 109 and thence to the positive side 91 of the supply circuit 107.

From the foregoing description and explanation, it will be readily seen that my invention provides means for permitting an electrical locomotive to move slowly, relative to the train, during the starting period in order that the heat developed by the starting current in the motor commutator cylinder may be distributed, thereby avoiding excessive localized heating.

Although I have described several embodiments of my invention, it will be obvious to those skilled in the art, that various modifications may be made in the details of the hydraulic cylinders and the escapement-valve mechanism without departing from the spirit I and scope of the invention, as defined in the H appended claims.

I claim as my invention: 1. A protective device for permitting a locomotive to move relative to the train to which it is attached that comprises a hydraulic cylinder securely mounted in the supply circuit through {actuating coil of switch 108, to the negative-- is established which may be traced from the positive line conductor 91, through the conductor 109, theswitch 108, the field and the;

switch 108 and stopping' prevent intermittent operation is stationary,

locomotive, a :piston inthe cylindena firew- .,-bar' mechanism .gSBCll'PQd to the pimon, and mea'nsfdr controlling the :flow Qi flllid from :side of the. piston to the other to ipermit ider' lnzthe.OthQtfdilBCtiOIl- '1 1 2.,-

protective device for permitting aloitoin'otiveto moverelativetoa train to which'ii'lfi it is attached that comprises a standarddraftgear, a hydraulic cylinder securely fastened to theedraft-gear, apistonwithinthecylinthe left end of the cylinder 71, as shown 1n H I and y pivotally connected .mitting fluid. to flow from. one side v of 'tjhe piston to the other, said means being adapted ;to permit;the draft-gear to be readily moved toward-the; locomotive and t0 rest; 'ain intorelatively slow movement away from the locomotive. I

A'system. for permitting a locomotive to move relative to the traintO 'WhiChiiE is attached that" comprises, a drawbar 11166113 nism ,fa hydrauliccylinder. secured to the drawbarlmechanism, a piston withinthelcylinder,meansforsecuring the;piSt0I1 to the locomotive and means forsocontrolling the flow of fluid from oneiside oflthe. piston. to

the other that the piston is permitted tofmove inone direction without restraint and is restrained by fluid friction to relatively slow motion in the other direction.

4. A protective device for permitting 8. locomotive equipped with a drawbar mechanism to move relative to the train to which it is attached that comprises. a hydraulic cylinder securely fastened to the drawbar mechanism, a piston in the cylinder pivotally connected to the locomotive frame, and a. valve for controlling the flow of fluid from one side of the piston to the other, said valve being disposed to permit the piston to move slowly within the cylinder in one direction and to permit the piston to move rapidly in the other direction.

5. A protective device for permitting a locomotive equipped with a drawbar mechanism to move relative to the train to which" it is attached that comprises a hydraulic cylinder securely fastened to the drawbarmechanism, a piston in the cylinder pivotally connected to the locomotive frame, a valve for controlling the flow of fluid from one side" of the piston to the other in a manner to permit the piston to move slowly within the cylinder in one direction and rapidly in the other direction, and means for adjusting said valve to control the rate of movement of the piston.

6. In a drawbar mechanism for connecting a locomotive to a load, in combination, a friction-draft-gear for transmitting the tractive efiort of the locomotive to the load, a hydraulic cylinder securely fastened to the f draft gear, a piston Within the cylinder, a'piston rod'extending from the cylinder and pivotally connected to the locomotive frame, means mounted on the cylinder for permitting fluid to flow from one side of the piston to the other, and an escapement valve disposed to so control the flow of the fluid that the locomotive is permitted to moverapidly "in one direction relative to the draft-gear and restrained to a slow movement in the other direction.

7'. In a draw bar mechanism for connect- "ing' a locomotive to a load, in combination, a r friction-draft-gear for transmitting the tractive efiort of the locomotive to the load, a hydraulic cylinder securely fastened to the draft-gear, a piston Within the cylinder, a

piston rod extending from the cylinder and r pivotally connected to the locomotiveframe means mounted on the cylinder for permit- -=ting fluid to'fioW from one side of the piston to the other, an escapement valve disposed to control the rate of flow of the fluid, and H means for adjusting the valve to vary the rate of floW of the fluid, whereby the locomotive is permitted to move rapidly in one direction relative to the draft-gear and restrained to a slow movement in the other direction. i In testimony whereof, I have hereunto sub- I scribed my name this first day of December 1928. CHARLES C. WHITTAKER. 

